Controlling mechanism for mine hoisting-engines.



C. E. MCDONALD. comoume MECHANISM FORIMINE umswme ENGINES. I AP PLICATION FIL ED APR- I! 1915- 1,188,292. Patented June 20, 1916.

7 SHEETS-SHEET I.

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c. E. McDONALD.' CONTROLLING MECHANISM FOR MINE HOISTING ENGINES.

APPLICATION FILED APR. I. I915.

Patented June 20, 1916.

7 SHEETS-SHEET 2- HE COLUMBIA PLANOORAPH co., WASHINGTON; D. c.

WWO

C. E. McDONALD.

CONTROLLING MECHANISM FOR MINE HQISTING ENGINES. APPLICATION FILED APR-II, I9I5.

Patnted June 20, 1916.

7 SHEETS-SHEET 3- .C. E. McDONALD.

CONTROLLING MECHANISM FOR MINE HOISTING ENGINES.

APPLICATION FILED APR. I, 19l5.

Patented June 20, 1916.

SHEETS-SHEET 4.

C. E. MCDONALD.

CONTROLLING MECHANISM FOR MIN-E HOISTING ENGINES.

, APPLICATION FILED APR. 1. 1915.

1,188,292. E Patented June 20,1916.

7 SHEETS-SHEET 5- fjf 6 7 HMMMML! "ME C. E. MCDONALD.

CONTROLUNG MECHANISM FOR MINE HOISTING ENGINES.

APPLICATION FILED APR-1| 1915- Patented June 20, 1916.

7 SHEETS-SHEET 7- CHARLES E. MCDONALD, 0F BUTTE, MONTANA.

CONTROLLING MECHANISM ronMINE HOISTING-ENGINES.

Specification of Letters Patent.

' Patented J une 2%,1916.

Application filed April 1, 1915. Serial No. 18,552.

To all whom it may concern:

Be it'known that I, CHARLES E. MoDoN- ALI), a citizen of the United States, residing at Butte, in the county of Silverbow and State of Montana, have invented certain new and useful Improvements in Controlling Mechanisms for Mine Hoisting-Engines, of which the following is a specification.

This invention relates to improvements in controlling mechanisms especially adapted for mine hoisting engines and somewhat analogous to the type disclosed in Patent Number 1,127,183 granted'February 2, 1915 to A. W. Charles and myself, excepting that it. is designed to operate, instead of wholly mechanically, through the intermediary of electric action. 7

It may be further stated that the main object in view of this apparatus is to most adequately eliminate the human liability to error by misapplication of one or more of a large number of manually operated levers by which devices of this character are controlled, as well as prevent operation of the hoisting cages beyond a point of safety.

More particularly my aim has been to provide for automatic application of the brake 'instrumentalities whenever there is a failure on the part of the engineer to apply the brake at the proper time, or a breakage of the main engine clutch, or yet an excess of speed of the hoisting cages, including in carrying out the invention, electric controlling members coacting with the lever controls which establish an interlocking action preventing the manipulation of any one of the same at an improper time or without having first executed a necessary preliminary setting; in other words, for example, guarding against inadvertent release of the gravity brake when the main engine clutch is disengaged or the disengagement of the engine clutch when the brake is released.

These and such other objects as may hereinafter appear are attained by the novel construction, combination and arrangement of parts to be hereinafter specifically described and claimed.

Reference will'now be had to the accompanying drawings forming a part of this specification, where1n:

Figure 1 is a front elevation of an apparatus embodying the features of my invention; Fig. 2 is a side elevation partly broken away and partly in section to show more clearly the details of construction; Fig. 3 1s a general plan view of the apparatus; F 1g. -1 is a side'elevation of the brake englue and pressure cylinder used in carrying out these specific improvements; Fig. 5 is an enlarged view in'elevation of the travcling governor forming one of the features of this device and its electrically controlled contact instrumentalities cooperating therewith; Fig. 6 is a view looking at the mechanism shown in Fig. 5 from another side; Fig. 7 is a detail plan view of the actuatmg means for operating the movable sec tions of the contact bars cooperating'with the traveling governor; Fig. 8 is a detail view showing the method of connecting the ends of the contact bars with the lower end of the actuating means hereinbefore mentioned; Fig. 9 is a fragmentary plan view of the end portion, of the circuit closing member operated by the traveling governor;

" Fig. 10 is a vertical. sectional view through the pressure cylinder, showing in elevation the actuating cams for the tappet valves of this element; Fig. 11 is a horizontal sectional view taken about on the plane indicated by the line 1111 of Fig. 10; Fig. 12 is a detail view in elevation of a circuit closing member for automatically control ling stoppage of the hoisting cages when the latter reach the top pf the mine shaft; Fig. 13 is avertical sectional view of the governor clutch; Fig. 14 is a. fragmentary elevation of the reverse lever showing the circuit controllingarrangement carried thereby; Fig. 15 is a horizontal sectional view on the line 15 15 of Fig. 14; Fig. 16 is a side elevation of the brake lever of this apparatus and showing in section the interlocking member enacting therewith for preventing improper operation of said lever. F ig. 17 is a diagrammatic view of the electric circuit arrangements employed in this device. Fig. 18-is a detailed view in elevation of a modified form, of operating means for the brake engine valve controlling instrumentalities. Fig. 19 is'an enlar ed detail end elevation 'ofthe latch means used in the modified construction shown inrFig. 18. l a

It will be understood by those skilled in the art to which this apparatus'appertains that inengines of the double reel or drum type there are generally employed two main engines, two brake engines, one for either drum -or reel, and also two clutch engine's,

loo

since they do not form a part of my in vention, a full complement of the lever controls for engines of this type being shown, however, inasmuch as they are essential to aproper understanding of certain features of this apparatus.

Specifically describing the preferred em bodiment of my apparatus, thenumeral 1 designates the conventional rope drum or reel employed in connection with hoisting engines of this type, said reel having a hub orhollow short shaft 2 which is connected by the chain and sprocket connection 3 to a horizontal shaft f mounted in suitable bearings upon the support 5. The shaft carries at one extremity a bevel gear 6 meshing with a horizontal bevel gear 7 having spline connection with the vertically movable stem 8 of a clutch governor 9. It will be observed, by reference to Figs. 1 and 13 more especially, that the stem 8 extends into a sleeve 10 to the lower end portion of which is keyed the upper clutch element 11 of a governor clutch which constitutes a special feature of my device. The stem 8 is pro vided with a pin or key 12 passing therethrough and extending into diametrically opposite slots 13 of the sleeve 10 so as to fixedly secure the clutch element 11 to the stem for rotation therewith but enabling a relative movement of the'stem in a longitudinal direction as caused by rising action of the governor 9 in the customary manner. 1 preferably provide the stem 8 and the sleeve 10 each with a flange 14:, 14 respectively, intermediate which is disposed an expansion spring 15 designed to normally hold the stem and clutch member in normal or neutral position, such as when the governor 9 is inactive.

By reference to Fig. 1 it will also be noted that the rope reel 1 is adapted to be driven by the main driving shaft 16 to which the reel is clutched in the customary manner, the shaft 16 carrying the crank wheel 17 operatively connected to the main engine not shown. It will be understood, of course, that the actuation of the shaft 16 in one direction causes upward movement of one hoisting lift or cage and downward movement of a second cage in co-nnterbal ance,the reversal of the engine actuating the lifts'in the opposite direction as usual. The main shaft 16 is operativcly connected to a horizontal shaft 18 journalcd in suitable bearings 19 beneath the support 20 by means of the chain and sprocket connection 21.' The shaft 18 carries at one extremity'a beveled pinion 22 meshing with a corresponding pinion 23 at the lower end of a vertically disposed shaft 24 suitably journaled in the support "20, the latter shaft carrying at its upper extremity above thesupport 20 the lower clutch element 25 adapted to cooperate with the upper clutch element 11 in a manner to be more clearly described hereinafter. It will be noted by reference to Fig. 13 that the upper clutch element comprises two sections, the upper one 11', as hereinbefore stated, relatively fixed to the sleeve 10, and a lower section 11 connected to the upper section 11 through the instrumentality of a fastening member or bolt 26 projecting upwardly into the member 11. This fastening member 26 only loosely connects the upper clutch elements together in a manner which will allow them to rotate relatively as will be set forth in the following description. Interposed between the upper and lower sections of the upper clutch element 11 is a helical spring 27, one end of which is fixed to the upper section 11 and the opposite end of which is secured to the lower-section. This spring, as will be apparent, is designed to hold the sections in their normal or neutral position.

Surrounding the upper section 11 is a conductor ring or band 28 insulated as at 29 from its carrying section and formed at one side of the clutch with a downwardly extending projection 30. A corresponding band 31 is carried by the lower section 11 and has formed thereon an upwardly extending projection or lug 32 disposed relatively to the projection 30at the opposite side of the clutch. The band 31 is also'insulated from its carryingsection as indicated at 33 and a. brush member carried by a standar'c 35 normally extends into contact with this band and has connected thereto the terminal of an electric conductor 36 leading to a suitable source of electric current. In a like manner a second brush 37 coacts with the upper band 28, being carried by the standard 38 and having connected thereto the terminal of the conductor 39 included in the electric circuit above i mentioned.

'As in the case of the construction disclosed by my joint patent hereinbefore mentioned, I employ a power or pressure cylinder for controlling the application of the brake engine utilized in apparatus of this type. This cylinder in the present instance is steam operated and may be arranged at any convenient point adjacent to the mechanism hereinbeforedescribed. The cylinder in the drawings is of a special design, and designated 10, and comprises as shown clearly in Figs. 4, 10and 11 a piston rod 41 which is operably connected by means of the rod or link 42 to a bell crank lever 43 fixed to the stem of a four-way valve 44. One of the arms of the bell crank lever 43 is connected by a link 45 to a lever 46 carried by the stem of a two-way valve 47,

said valves just mentioned controlling the operation of the brake engine 48 conforming in all details to the brake engine described in our Patent No. 1,127,183, excepting that the return of the valves to normal position after actuation by the power cylinder 40 is accomplished manually through an independent lever 49 connected operatively through the bell crank 50 to an arm of the lever 43 of the four-way valve 44. This return action in the previous patent was accomplished by means of certain link members connected to the brake lever of the apparatus. The rod 42 in my present arrangement is provided at its extremity connecting to the link 43 with a slotted portion so that the piston 41 of the power'cylinder, 40 may return to its initial position for operation after actuation of the four-way valve 44, the reason for which Will be more clearly understood as this description proceeds. V

As above premised, the power cylinder 40 is of special construction and will now be specifically described in order that the op eration of this apparatus may be most clearly understood. The piston rod 41 is carried by the piston 51 adapted to reciprocate in the cylinder and above the cylinder is reciprocally mounted in a suitable casing 52 the piston valve 53. The valve 53 comprises the piston head 54 at one end of the stem 55 and a corresponding piston head 56 at the other extremity of said stem. The latter element is slotted as indicated at 57 and through this slot extends a guide bar 58 designed to prevent the accidental ro-' tation of the piston within its chamber. At 59 is designated a steam supply pipe one branch of which leads to the intake and exhaust passage 60 at one end of the cylinder, while its other branch leads to a 'cor responding intake and exhaust passage 61 at the opposite end of the cylinder. The piston valve casing 52 has arranged'in one end a tappet valve 62 the stem 63 of which projects outwardly through the casing and has formed thereon a locking lug 64 shown most clearly in Figs. 10 and 11 of the drawings. The opposite end of the casing 52 contains a self closing tappet valve 65 similarly provided with an outwardly projecting stem 66, the-stem having connected to its outer extremity one end of an actuating lever 67 pivoted. intermediate its length on a bracket 68. The lever 67 projects laterally from the valve casing and isdesigned to operate the tappet valve 65 in the manner to be described hereinafter. Located at a convenient vpoint adiacent the first mentioned end of the valve casing 52 and on the cylinder 40 is an electro-magnetic solenoid 69 connected to one end of a latch bar or member 70, the other end of which bar is pivotally mounted upon a bracket 71..

This bar is normally engaged by the lug 64 of the stem 63 carrying the tappet valve 62, said valve in the normal position preventing access of the steam or pressure medium from the supply pipe 59 to the piston valve 53. Furthermore it is to be noted that the magnet 69'is arranged in the electric circuit including the conductors 36 and 39 leading to the brushes 34, 37. As shown in Fig. 1O the'piston rod 41 carries a vertically disposed supporting. arm or bracket 72 and secured to the upper end of this arm is a longitudinally arranged rod 7 3 supported at its opposite end in a guide arm 74 secured to the cylinder 40. This rod 7 3 carries adjacent one end an adjustable projecting cam 75 which is'a-dapted to cotiperate with the tappet valve stem 63 lying in the path of movement of said cam as will be presently disclosed. The rod furthermore carries a second cam projection 7 6 likewise designed to coeperate with the lever 67 connected with thetappet valve stem 66.

Descriltiing the operation of this phase of my mechanism, and bearing in mind the foregoing description, it will be understood that so long as conditions remain normal the hoisting apparatus of this invention operates after the manner of the usual hoisting engines, but should there be a breakage of the main engine clutch, the rope reel or V drum will obviously move at a different relative speed to the driving shaft '16. Since one of the governor clutch elements, namely the upper, is connected to the rope reel while the lower of the clutch elements is connected to the engine shaft 16, it will be apparent that through the variation of speed caused by slipping or breaking of the main engine clutch there will be a differential movement of the aforesaid clutch elements. The upper clutch element actuated by rotationof the governor from the rope reel is brought into contact with the lower clutch element when the governor balls rise and force the governor stem downwardly carrying the two sections of the upper clutch member. The variation or differen tial movement of the operating parts as above mentioned, however, causesythe top section of the upper clutch member to rotate relatively to the lower section which is through the conductors 36, 39 to the electro magnet 69, and in turn the lever or link 7 O coijperatlng w1th the magnet is raised 'upwardly. Since pressure is normally exerted upon the tappet valve 62 by steam from the supply pipe 59 passing through the by-pass 77 immediately the tappet valve is released, its movement toward the left 00- the piston head 54 with the supply pipe 59,

whereupon the piston 51 is moved toward the right of its cylinder, in turn causing an actuation of the connecting link 42 which thereupon operates the four-way and twoway valves of the brake engine 48, finally causing an application of the brake.

I In the movement of the piston 51 as just described the arm or cam is brought into contact with the tappet valve 71 automatically relatching this valve in its inoperative position. Simultaneously the cam or arm 76 coacts with the upturned extremity 67 of the tappet lever 67 moving the tappet valve 65 to the left and admitting pressure against the piston valve 53, which in turn brings the supply passage 59 into communication with the passage 61, admitting pressure against the piston 51 for moving the latter back to its initial or normal position.

The return of this piston to the normal position ready for subsequent action does not act upon the brake engine, due to the slotted formation ofthe extremity of the rod 42 as disclosed by Fig. ,4. As also shown in this figure a signal bell 7 8 is arranged so that the engineer is given a warning when the mechanism goes into action.

" Since the breaking of the engine clutch or slipping of the same, the misapplication of the engine levers (releasing the clutch while the brake is disengaged or releasing of the brake when the clutch is disengaged) or even the rendering inoperativeof manipulating connections between the brake lever and the valve connections of the brake engine while the clutch is disengaged, all cause or bring. about a variation of movement of the governor clutch elements hereinbefore de scribed; the automatic setting of the brakes is accomplished through the various instrumentalities just discussed.

The control for governing the speed of the operation of the hoists will now be described. Intermediate the length of the horizontal shaft 4 is located a pinion 79 meshing witha miter gear 80 at the upper end of a shaft 81 carrying a traveling governor 82 which is caused to move upwardly and downwardly, in accordance with the movements of the skips, on the spaced screw shafts 83. These shafts are operatively connected by the sprocket chain 84 and are driven through the worm and gear connection on the shaft 4 as indicated at 85. The

governor is supported and rotates on the double connecting nut 86, the latter carry-. ing a laterally projecting arm 87 (see Fig.

5) which in turn pivotally supports a'bell crank lever 88 one arm of which is connected to the'g0vern'0r82 While. i s other arm s pivotally connected to it a contact carrying rod or bar 89 slidingly mounted in the bracket 87. As shown in Fig. 9 this bar carries at its outer end a primary contact member 90 of spring material, preferably, and a secondary contact member 91 spaced therefrom. Suitably supported adjacent to the traveling governor 82 are a pair of spaced outer contact bars vertically disposed, as designated at 92, of magnetic steel of slender yet rigid structure. Each of these bars has upper and lower pivoted sections 93, 94: inclined inwardly from the vertical normally, as best seen in Fig. 5, said bars being arranged in an electric circuit including the source of power or battery 95 and the signal. bell 96. Also located adjacentto the contact member 89 are a pair of inner vertical contact bars 97 spaced farther apart from each other than the corresponding bars 92 in order to enable movement of the outer contact member 90 therebetween, said bars being similarly provided with upper and lower pivoted sections 98, 99. These last mentioned bars are arrangedin a circuit in cluding the battery 100, the circuit leading to and also including the electro-magnet 69 on the power cylinder hereinbefore mentioned. Now the objectand functions of this control mechanism or governor is to accomplish an automatic adjustment in the event of overspeeding or unwinding, as well as provide for two positive stops of the hoists at upper and lower landings. The vertical portions of the spaced bars aforesaid represent the centralportion of the mine shaft, where the speed of the cages is much greater than'when approaching the top or bottom. Therefore, it will be seen that when the main engine is running up to the desired full speed the centrifugal action on the governor 82 will move the bell crank 88 on its pivot, transmitting its motion to the bar89 which inturn'carries the circuit closing member 90 close to the outer bars 92. Should the speed slightly increase the member 90 is brought into contact with the bars and the signal bell is sounded, warning the engineer that he has reached the safety limit of speed. If a still further increase of speed takes effect for any reason whatever the bar 89 is moved outwardly a greater distance until the circuit closing member 91 contacts with the bars 97, closing the circuit leading to the magnet of the power cylinder, releasing this power applying instrumentality, setting the brakes and stopping the engine. The inclined sections of the contact'bars represent the portion of travel of the cages when they approach the top and bottom respectively of the shaft, and where neces sarily the speed must be reduced. Obviously unless they engineer reduces the speed of travel as these sections of the bars are reachedthe brakes Willbe applied.- but decrease of speed will be followed by a corresponding retraction of the bar 89 permitting normal movement of the cages in the desired manner. I preferably provide, however, a positive contact adjacent to the top and bot- :tom of each contact bar section 89, 99 as indicated at 101, 102 so that when the cage or skip has ascended or descended slightly beyond its extreme landing positions, the circuit closing arrangement of the traveling governor immediately closes the circuit to the electro-magnet of the power cylinder, causing application of the brakes and stopping of the engine.

In practical operation of mining hoists it is always desirable to begin the ascending or descending movements of the cages at much greater speed than at their termination. In order to enable this to be accomplished it is requisite that the deflecting portions of the contact bars be moved to alined position with the vertical portions, or approximately so, and for this purpose I provide a vertical rod 103 (see Fig. 5) supported adjacent to the shaft of the traveling governor 81 with spaced crank segments, the upper 104 and the lower 105. The former is connected by the link 106 to a second crank disk 107 at the top of a vertical rod 108, the lower end of which has a similar disk 109, connected in turn by the link 110 to the upper ends of the upper contact bar sections 93, 98. The lower segment 105 is likewise connected by the link rod 111 to the disk 112 carried by the vertical rod 113, its lower disk 114 being connected to the lower contact bar sections 94, 99 by the link 114. The connection of the links 110 and 114 to their cranks is best disclosed by the illustration in Fig. 8 where the operative connection is established by means of a pivoting arrangement 114 consisting of nonconducting material or insulation.

The segments 104, 105 lie in the path of movement of the roller 115 which is carried upwardly and downwardly and rotated with the governor shaft by the governor 82. As the cage ascends this arrangement will operate to hold the upper movable sections of the contact bars in deflected position but immediately the cage descends the sections are moved to vertical position through operation of the roller 115 on the proper segment with which it has self-adjusting frictional contact. By the above described arrangement the engine may attain the limit of speed much more quickly than if the inclined portions were fixed.

The next important feature of my invention relates to the interlocking arrangement for the control levers by means of which an automatic control is exercised over the engineers actions with respect to the operation of these elements. In Figs. 1, 2 and 3 it will be seen that the shaft 4 is operatively connected by means of a chain and sprocket mechanism 116 to a shaft 117 extending laterally of and preferably beneath the lever platform 118. The opposite end ofthe shaft is journaled in a standard 119, as disclosed most clearly by Fig. 12 illustrating the timing arrangement of this device. The shaft 117 is formed with a worm 120 for actuating the worm gear 121 carried by the ver tical screw shaft 122 journaled for rotation to cause a traveling nut 123 having threaded connection therewith to move upwardly and downwardly in conformity with the travel of a cage of the hoisting apparatus, of course in proper ratio to its movement. The nut 123 is guided by the post 124 and also cooperates with a rotatable contact member 125 feathered on the shaft 122. The movement of this nut 123 and the member 125 is so timed that as the cage approaches the top of the mine shaft the member 125 will reach the top of the shaft 122, at which point it will impinge the lower of a pair of yieldable circuit making members or jaws 126 suitably supported beneath the platform 118, the yieldable members being insulated from each other. These aws are lncluded in an electric circuit, the wires 127 of which lead from the battery or source of power 128 to a solenoid 129 (see Fig. 16) disposed just in advance of the brake lever 130 at one end of the platform 118. Now, for illustration, we shall suppose that a cage or skip is at the thousand foot level or landing and the engineerproceeds to pull the same to the surface or uppermost landing. As the cage moves upwardly this worm gear and screw with its traveling nut and contact goes into action, the nut moving upwardly and carrying the circuit making member which is so timed as to arrive at the jaws 126 as the cage reaches the upper landing. lVhen the memher 125 contacts with the jaws 126, forcing them together, the circuit is closed and the solenoid 129 is shot upwardly through an opening in the casing 131 in which is slidably mounted a block 132 connected by a link 133 to the brake lever 130, said block having an opening therein also in which the solenoid moves as the brake lever is moved into the position shown in full lines in Fig. 16, setting the brakes. Therefore it follows that before the brakes can be released in the further operation of the hoisting apparatus the brake lever 130 must be unlocked and this is accomplished by providing the usual reverse lever of the hoisting apparatus des ignated 134 with a circuit breaking element at its lower end, consisting of a strip of non conductive material or insulation, 135, which when the reverse lever is moved to the left from its position in Fig. 14 will be projected between the circuit making strips 126,

breaking the circuit and allowing the solenoid to drop from its locked position inthe block 132 connected to the brake lever.

Thus the engineer has been obliged to reverse before releasing the brake and opening the throttle, the throttle lever being designated 136 in Fig. 1, and hence the likelihood of accidental movement of the uppermost cage into its sheaf is eliminated. As customary, there are two brake levers, the second being indicated at as well as two clutch levers 137, 137, one for each brake engine and clutch engine, required for the two drums or reels employed, and the foregoing lock arrangement is provided for each brake lever.

It will be observed by reference to Fig. 14 that the reverse lever carries still a further contact or circuit making device shown above that just described and designated 138. This contact arrangement is included in a separate and distinct circuit 139 leading to the source of power 140 and a solenoid 141 arranged as will be noted in Fig. 1 of the drawings to coact with the clutch lever in the exact manner disclosed with respect to the interlocking arrangement of the brake lever shown in Fig. 16. On account of the similarity the specific ins-trumentalities will not be described other than to state that the member 138 is a circuit closing member which upon movement of the reverse lever in one direction willbe introduced between the terminals 142 of the circuit 139 closing the circuit and actuating the solenoid to lock the clutch lever in its engaged position. This circuit works in conjunction with a second circuit, indicated 143 in Fig. 16, also leading to the clutch lever solenoid, the circuit 143 being closed by the brake lever 130 at 143 when it is moved into dotted line or release position shown in the figure mentioned. In further explanation of this arrangement it may be noted that when the engine is running or hoisting the cage or skip, the engine clutch must be engaged, also the reverse lever must be in its proper position with the brake lever in the release position. The reason for closing the circuit both from the reverse lever and the brake lever to the clutch lever lock is due to the fact that sometimes it occurs that the engineer while operating both drums collectively allows the main engine to at tain the overspeeding stage, when he finds it more desirable to reverse his engine in order to reduce the speed than to apply the brake. It is quite obvious then that if this clutch lever were locked only by the reverse lever movement when in the correct hoisting position, the movement of the reverse lever into reversing position would unlock the clutch member and thereby make it possible for a misapplication of the lever control as is quite often the case.

In the double hoisting engine type with two reels or drums it is comprehended to employ two timing contacts such as illustrated in Fig. 12 and the second of which is designated 126 in Fig. 14, for closing the brake solenoid circuits owing to the fact that there are two brake lever controls, as distinctly shown in Fig. 1 of the drawing.

In conclusion, a brief statement of the operation which takes place from the time the brakes are released during the entire cycle of operation will now be given. Assuming one of the cages to be at the lowermost position in" the mine shaft and one at the surface or uppermost landing with all levers in correct position, and engine at rest, it will be understood both brakes are set or engaged, both engine clutches are engaged and the reverse lever in correct position for raising, throttle closed,the engineer first releases the brake on the uppermost side, then the brake on the lower, and immediately opens the throttle (the brake levers having been released when the reverse lever was moved to reversing position, opening brake lock circuit). The engine now winds up the lower cage while at the same time the uppermost cage is being lowered, the cages running in counterbalance. \Vith the engine running and hoisting, the brake levers in release position, close the circuits at A, A (see Fig. 17) these designations representing the brake contacts 143 for clutch lever magnets leading to the clutch lever solenoids C, C, (141, 141) thus locking both clutch levers in the engaged position while the engine is running; also the reverse lever closes its independent circuit D (142) leading to the clutch lever solenoid C. Now as the cage is hoisted to its uppermost landing a timing contact designated 126 closes the circuit to the brake lever solenoids B, B, (129, 129) just prior to. arrival of the cage thereby locking both brake levers in the set or engaged positions, when they are manually operated to stop the cages. The next step of procedure involved is the reversal of the engine by placing the reverse lever in opposite position, when by so doing it breaks the circuit to the brake solenoids B, B owing to the introduction of the member between 126 unlocking both brake levers and simultaneously closing the clutch circuit at D, locking clutch lever in the engaged position. The engineer at this point as in the former operation releases the brakes, opens the throttles, causing the lowermost cage to ascend while the other descends, and as both brake levers are in their release position the circuits at A, A to the clutch solenoids C, C are closed'and the clutch lever locked in the engaged position. As the second cage reaches its uppermost destination the timing contact operable by this cage closes and when the brakes are applied levers are looked as before.

As hereinbefore premised, there are two timing contact arrangements such as desighated at 126 operable to close the circuits at E, E in the circuit diagram, and the reason for this is that obviously the cages are not always run in counterbalance but may be operated singly as well. The reverse lever contact, it may also be noted, does not lock both clutches at the same time but closes the circuit and locks only on the side that is being raised or hoisted. Alsothe brake levers in th release position do not lock the clutch levers collectively but either brake lever in its release position will lock the clutch-lever for its respective side. Hence when running counterbalanced both clutch levers are locked, both brake levers being in full release and in operating the drums or cages singly the reverse lever closes the circuit to the clutch solenoid on that single side and the brake lever in the release position closes the circuit at the same time.

In further explanation of the wiring'diagram of Fig. 17 when the governor clutch circuit is closed at F it operates the power cylinder solenoid or magnet indicated at G and the warning signal device G. The circuit closing arrangement of the inner contact bars is indicated at H and when this circuit is closed by means of the contact bar 89 carried by the traveling governor 82 the power cylinder magnet G and the warning signal i are also operated. The circuit closing arrangement for the outer contact bars is designated at I and when the circuit is closed at I by means of the contact member 89 on the traveling governor the alarm signal in-' dicated at J is sounded.

It will be apparent that changes may readily be made in the specific instrumentalities set forth in the foregoing description without departing from the spirit of the invention and within the scope of the append ed claims. It is comprehended by me, for instance, to employ other operating means for the brake engine than the pressure cylinder or device hereinbefore described, and such operating means may readily comprise weights which may be connected to suitable operating levers for the brake engine and released by a magnet for operating the fourway and two-way valves, somewhat after the manner disclosed in conjunction with the pressure cylinder herein described. Such an arrangement is disclosed in Figs. 18 and 19 of the drawings and will briefly be described.

The four-way valve 44 is'provided with a lever43 which is connected by the rod 45 to the lever 46 of the two-way valve 47 of the brake engine. A weight 200 is connected by means of a slotted link 201 to the lever 48 said weight being mounted between and guided by suitable spaced standards 202. Pivoted to one of the standards at 203 is a supporting lever 204 the lower end of which has pivotally connected thereto a link 205, in turn connected at its other end to the weight lows the weight 200 to drop and in droppin l the four-way and two-way valves 44 and 4 are operated and the brake engine thereby applied. A lever 207 is disposed at a convenient position for raising the weight 200 through the rod 208 having a slotted eX-' tremity 209 coacting with a bell crank lever 210, one arm of-Which lever is connected to the'link 201 by the rod 211. Movement of the lever 207 in one direction will raise the weight and cause the lever 204 to automatically engage with the latch 206, whereupon said lever 207 may be restored to normal position by reason of the slotted extremity 209. The independent lever for applying the brake engine or operating the valves 44 and 47 in this modified arrangement is-the same as with reference tothe preferred form, said lever'being indicated in Fig. 18 character 49. It will be obvious that the operation of the brake engine valves as described is independent of the weight having in view the employment of the slotted link 21 which permits the lever 43 to move without disturbing the position of the weight.

It will be apparent from the foregoing, that both the governor controls, designated .9 and 82 are automatic in their action, the

former controlling application of the brake applying means in the event of slippage 'or breakage of the main clutch, and the latter being primarily a speed controlling instrumentality, automatically causing operation of the brake applying means when the cages are operated at abnormal speeds, either between landings or as they approach landings. Moreover, it should be understood that the timing and interlocking arrangement described in the foregoing specification is automatic in its action in conjunction with the manual manipulation of the levers, said interlocking mechanism having no relation to the action of the governors, excepting that the contact members 125 and 126 are controlled or timed from the sprocket chain driven from the governor shaft.

Having thus described the invention, what is claimed is 1. In apparatus of the class described, the combination of a driven shaft, a clutch member operatively connected to the shaft, a governor, apart operably connected to the shaft and adapted to drive the governor, a

second clutch memberoperable with the governor and adapted to engage the first clutch member on actuation of the shaft aforesaid,

brake applying means, operating means adapted to control said brake applying vice adapted to control said means, locking means coacting with the operating device normally holding the latter inactive, and means intermediate the locking means and the second clutch element operable upon relative movement of the clutch members to release the operating device for actuation of the brake applying means thereby.

3. In apparatus of the class described, the combination of a driven shaft, a clutch mem ber operatively connected to the shaft, a drum adapted to be driven by said shaft, a second clutch element operably connected to the drum, brake applying means, a pressure device for controlling said means, and an electrically operated locking device cooperating with the pressure device and releasable upon relative movement of the clutch elements for actuation of the brake applying means.

4. In apparatus of the class described, the combination of a driven shaft, a clutch member operatively connected to the shaft, a part on said shaft adapted to be driven thereby, a governor connected to said part, a clutch member actuated by the governor and comprising relatively movable sections, brake applying means, controlling means for the latter, and means intermediate the controlling means and the sectional clutch member adapted to cause actuation of said controlling means upon relative movement of the 1 clutch sections due to relative movement of the clutch members;

5. In apparatus of the class described, the combination of a driven shaft, a clutch member operatively connected to the shaft, a part on said shaft adapted to be driven thereby, a governor connected to said part, a clutch member actuated by the governor and comprising relatively movable sections, brake applying means, controlling means for the latter, circuit closing means carried by the said clutch sections, a locking member 7 coacting with the controlling means to normally hold it inactive, and an electric circult connected to the circuit closing means and including a source of current whereby.

on relative movement of the clutch sections the circuit is closed and the locking member actuated to release the controlling means.

6. In apparatus of the class described, the combination of a driven shaft, a clutch member operatively connected to the shaft, a part on said shaft adapted to be driven thereby, a governor connected to said part, a clutch member actuated by the governor and comprising a section connected for rotation therewith and a section carried for relative movement with respect to the other section and adapted to engage the first mentioned clutch member during operation of the governor, brake applying means, a pressure cylinder controlling said means, an electrically operated locking member normally holding the pressure cylinder inoperative, and an electric circuit connected to the clutch sections and the locking member and including a source of current whereby upon relative movement of the clutch members the clutch section engaging the first mentioned clutch member is caused to move relatively of its cooperating section for closing the circuit and releasing the locking member.

7. In apparatus of the class described, the combination of adriven shaft, a clutch member operatively connected to the shaft, a part on said shaft adapted to be driven thereby, a governor connected to said part, a clutch member actuated by the governor and comprising a section connected for rotation therewith and a section carried for relative movement with respect to the other section and adapted to engage the first mentioned clutch member during operation of the governor, circuit closing members on said sections insulated therefrom and normally held in neutral position with respect to each other, brake applying means, a pressure cylinder controlling said means, a solenoid actuated member normally holding the latter inactive, and an electric circuit connected to' the circuit closing members and the solenoid device and including a source of current whereby on relative movement of the clutch sections due to relative movement of the clutch members the circuit is closed and the cylinder released after actuation of the brake applying means.

8. In apparatus of the class described, the combination of a driven shaft, a clutch member operatively connected to the shaft, a part on said shaft adapted to be driven thereby, a governor connected to said part, a clutch member actuated by the governor and comprising relatively movable sections, brake applying means, controlling 'means for the latter, means intermediate the controlling means and the sectional clutch member adapted to cause actuation of said controlling means upon relative movement of the clutch sections due to relative movement of the clutch members, and means for restoring the controlling means to normal condition upon actuation of the brake applying means.

9. In apparatus of the class described, the combination of a driven shaft, a clutch member operatively connected to the shaft, a part on said shaft adapted to be driven thereby, a governor connected to said part, a clutch member actuated by the governor and comprising relatively movable sections, brake applying means, a pressure device for the latter, means intermediate the pressure device and the sectional clutch member adapted to cause actuation of said pressure device upon relative movement of the clutch sections due to relative movement of the clutch members, and means carried by the pressure device for automatically restoring said device to normal condition after actuation of the brake applying means.

10. In apparatus of the class described, the combination of a driven shaft, a clutch member operatively connected to the shaft, a drum adaptedto be driven by said shaft, a second clutch element operably connected to the drum, brake applying means, a pressure cylinder for controlling said means, a piston therefor, locking means for maintaining the piston inoperative, means intermediate the locking means and a clutch member for releasing the locking means upon relative movement of the clutch members, valve means for said cylinder, and means automatically controlling the valve means for restoring the piston to normal position.

11. In apparatus of the class described, the combination of a driven shaft, a clutch member operatively connected to the shaft, a drum adapted to be driven by said shaft, a second clutch element operably connected to the drum, brake applying means, a pressure cylinder for controlling said means, a piston therefor, valve means for said cylinder, locking means coacting with the valve means for maintaining the piston normally inoperative, means intermediate the locking means and a clutch member, for releasing the lockin means upon relative movement of the clutch members, and means carried by the piston for actuating the valve means upon movement of the piston whereby to cause the latter to be restoredto normal position.

12. In apparatus of the class described, the combination of a driven shaft, a rope reel adapted to be driven thereby, a clutch member, connections intermediate the shaft and said clutch member, a governor, connec tions intermediate the rope reel and said governor, a clutch member carried by the governor for rotation therewith, said last mentioned clutch member consisting of cooperating upper and lower sections, said lower section being relatively movable with respect to the upper secton, circuit closing members carried by said clutch sections, an electric circuit connected to said clutch sections, a pressure cylinder, a piston operable therein, brake applying means, a connection intermediate the brake applying means and the cylinder piston, valve means for supplying pressure to said cylinder, a solenoid actuated locking member cooperating with the valve means and normally holding the pressure cylinder inoperative, said solenoid actuated member being included in the electric circuit aforesaid whereby, upon relative movement of the aforesaid clutch sections due to relative movement of the clutch members, to close the electric circuit for releasing the valve means of the pressure cylinder through the solenoid actuated locking member, and means associated with the valve means aforesaid for relatching the solenoid actuated member subsequent to actuation of the brake applying means by the pressure cylinder.

13. In apparatus of the class described, the combination of a driven shaft, a rope reel adapted to be driven thereby, a clutch member, connections intermediate the shaft and said clutch member, a governor, connections intermediate the rope reel and said governor, a clutch member carried by the governor for rotation therewith, said last mentioned clutch member consisting of cooperating upper and lower sections, said lower section being relatively movable with respect to the upper section, circuit closing members carried by said clutch sections, an electric circuit connected to said clutch sections, a pressure cylinder, a piston operable therein, brake applying means, a connection intermediate the brake applying means and the cylinder piston, valve means for supplying pressure to said cylinder, a solenoid actuated locking member cooperating with the valve means and normally holding the pressure cylinder inoperative, said solenoid actuated member being included in the electric circuit aforesaid whereby upon relative movement of the aforesaid clutch sections due to relative movement of the clutch members to close the electric circuit for releasing the valve means of the pressure cylinder through the solenoid actuated locking member, and valve actuating means carried by the piston and movable with said piston upon release of the locking member, the valve means lying in the path of movement of the actuating means and adapted to be impinged thereby for restoring the piston to normal position subsequent to actuation of the brake applying means.

lilll 14. In apparatus of the class described, I

the combination of a driven shaft, a rope reel adapted to be driven thereby, a clutch member, connections intermediate the shaft and said clutch member, a governor, connections intermediate the rope reel and said governor, a clutch member carried by the governor for rotation therewith, said last mentioned clutch members consisting of cooperating upper and lower sections, said lower section being relatively movable with respect to the upper section, circuit closing members carried by said clutch sections, an electric circuit connected to said clutch sections, a pressure cylinder, a piston operable therein, brake applying means, a connection intermediate the brake applying means and the cylinder piston, a tappet valve for said cylinder for controlling pressure to be admitted thereto, a solenoid actuated member normally holding the tappet valve in inoperative position and adapted to release said valve upon closing of the circuit when the clutch sections move relatively to each other for operation of the brake applying means aforesaid, and actuating means for the tappet valve whereby to restore the piston of the cylinder to normal position, saidactuating means comprising a movable cam mem her and a support for said member operably connected to the piston cylinder and movable therewith.

15. In apparatus of the class described, the combination of a driven shaft, a cage actuating member operable therewith, a governor driven by said member, means adjacent to the governor for controlling the movements of the cage actuating member, brake applying means, operating means for controlling the brake applying means, an electric circuit in which the means adjacent to the governor are included and connected to the operating means aforesaid, and means operable byv the governor for coaction with the means adjacent thereto as aforesaid for causing operation of the brake applying means under excessively high speed of the cage actuating means.

16. In apparatus of the class described, the combination of a driven shaft, a drum adapted to be operated thereby, a governor operatively connected to said drum, contact members adjacent to the governor, an electric circuit in which said members are included and including a source of current, a circuit closing member operatively connected to the governor and adapted to cooperate with the contact members, brake applying .means, a controlling device for said brake applying means, and means normally holding the latter inoperative, said last mentioned means being included in the circuit aforesaid whereby upon excessive speed of the drum the locking member is released and the brake applying means operated.

17. In apparatus of the class described, the combination of a driven shaft, a cage actuating drum adapted to be operated thereby, a traveling governor adapted to be rotated by said drum, means for bodily moving the governor during rotation thereof, brake applying means, a pressure device for controlling said means, and means for re leasing the pressure device controlled from the governor when the latter reaches an ex cessive speed.

18. In apparatus of the class described, the combination of a driven shaft, a cage actuating drum adapted to be operated thereby, a traveling governor adapted to be rotated by said drum, means for bodily moving the governor during rotation thereof, brake applying means, a pressure device for controlling said means, spaced contact members adjacent to the governor, an electric circuit including said members and a source of current, an electrically operated locking member included in the circuit and cooperating with the pressure device, and a circuit closing member carried by the governor normally inoperative with respect to the contact members under normal operation of the drum but adapted to be projected into contact with toe contact members upon execs sive speed of the governor or drum.

19. In apparatus of the class described, the combination of a driven shaft, a cage actuating drum adapted to be operated thereby, a traveling governor adapted to be rotated bysaid drum, means for bodily moving the governor during rotation thereof, spaced contact members adjacent to the governor, an electric circuit including said members and a source of current, a signal device included in said circuit, a' circuit closing member carried by said governor adapt ed to coact with the contact members, said circuit closing member being inoperative with respect to the contact members during normal actuation of the governor but adapted to be projected into contact with the contact members upon reaching a predetermined limit of speed of the governor whereby to close the circuit for sounding the signal.

20. In apparatus of the class described, the combination of a dr'ien shaft, a cage actuating member adapted to be driven thereby, a traveling governor operatively connected with the cage actuating member for rotation thereby, means for moving the governor corresponding to the movement of a cage by the cage actuating member, a warning signal, contact members associated with the governor, an electric circuit including said contact members and the signal, brake applying means, an operating device controlling said brake applying means, a second set of contact members associated with the governor, an electric circuit in cluding said second set of contact members and the operating device aforesaid, and a circuit closing member operably connected to the governor and arranged to close the first mentioned circuit when the speed of the governor reaches a predetermined limit, and to close the second mentioned circuit when the speed of the governor passes such limit whereby to actuate the brake applying means aforesaid.

21. In apparatus of the class described, the combination of a driven shaft, a drum adapt-ed to be operated thereby, a traveling governor operatively connected to said drum, contact members adjacent to the traveling governor, an electric circuit in which said members are included and including a source of current, a circuit closing member operatively connected to the governor and adapted to cooperate with the contact members, brake applying means, a controlling device for said brake applying means, means normally holding the latter inoperative, said last mentioned means being included inthe circuit aforesaid whereby upon excessive speed of the drum the looking member is released and the brake applying means operated, and speed controlling sections carried by said contact members for compelling reduction of speed at a predetermined point in the travel of said traveling governor.

22. In apparatus of the class described, the combination of a drivenshaft, a drum adapted to be operated thereby, a traveling governor operatively connected to said drum, contact members adjacent to the traveling governor, an electric circuit in which said members are included and including a source of current, a circuit closing member operatively connected to the governor and adapted to cooperate with the contact members, brake applying means, a controlling device for said brake applying means, means normally holding the latter inoperative, said last mentioned means being included in the circuit aforesaid whereby upon excessive speed of the drum the locking member is released and the brake applying means operated, movable speed controlling sections carried by said contact members for compelling reduction of speed at a predetermined point in the travel of said traveling governor, and means for moving said movable sections from normal position to permit normal. movement of the traveling governor.

23. In apparatus of the class described, the combination of a driven shaft, a cage actuating member adapted to be driven thereby, a traveling governor operatively connected with the cage actuating member for rotation thereby, means for moving the governor corresponding to the movement of a cage by the cage actuating member, a warning signal, contact members associated with the governor, an electric circuit including said contact members and the signal, brake applying means, an operating device controlling said brake applying means, a second set of contact members associated with the governor, the electric circuit including said second set of contact members and the operating device aforesaid, a circuit closing member operably connected to the governor and arranged to close the first mentioned circuit when the speed of the gov 'crnor reaches a predetermined limit and to close the second mentioned circuit when the speed of the governor passes such limit whereby to actuate the brake applying means aforesaid, movable speed controlling sections carried by each of said contact members, said sections being normally arranged to compel reduction of speed of operation of the cage actuating member at predetermined points in the travel of the governor, and means operable by the governor ,for moving said sections whereby to permit normal operating speed of the cage actuating member.

24. In apparatus of the class described, the combination of a driven shaft, a cage actuating drum operable thereby, a brake controlling member, a movable member operatively connected to the drum and adapted for travel corresponding to the travel of a cage connected to said drum, and means with which said movable member'coiiperates when the cage arrives at the approximate limit of its movement for rendering said brake controlling member temporarily inoperative when moved into brake setting position.

24. In apparatus of the class described, the combination of a driven shaft, a cage actuating drum operable thereby, a brake controlling lever, locking means for holding said lever in brake applied position, and means controlled by the cage actuating drum for causing engagement of the locking member with the brake lever in the set position aforesaid,

26. In apparatus of the class described, the combination of a driven shaft, a cage actuating drum operable thereby, a brake controlling lever, locking means for holding said lever in brake applied position, means controlled by the cage actuating drum for causing engagement of the locking member with the brake lever in the set position aforesaid, and means for releasing the lock member to permit release of the brake controlling lever.

27. In apparatus of the class described, the combination of a driven shaft, a cage actuating drum operable thereby, a brake controlling lever, a locking device associated with said lever and adapted to coact with the same when the brake lever is in set position, a circuit closing member associated with the brake lever, an electric circuit including said circuit closing member and the locking device aforesaid, and means operably connected to the cage actuating drum for closing the circuit aforesaid at a predetermined time to lock the brake lever in its set position.

28. In apparatus of the class described, the combination of a driven shaft, a cageactuating drum operable thereby, a brake controlling lever, a locking device associated with said lever and adapted to coact with the same when the brake lever is in set position, a circuit closing member associated with the brake lever, an electric circuit including said circuit closing member and the locking device aforesaid, means operably connected to the cage actuating drum for closing the circuit aforesaid at a predetermined time to lock the brake lever in its set position, and means for breaking the circuit to release the locking member and permit movement of the brake lever torelease position.

29. In apparatus of the class described, the combination of a driven shaft, a cage actuating drum operable thereby, a brake controlling lever, a locking device associated with said lever and adapted to coact with the same when the brake lever is in set position, a circuit closing member associated with the brake lever, an electric circuit including said circuit closing member and the locking device aforesaid, a contact member adapted to cooperate with the circuit closing member at a predetermined time controlled by the cage actuating drum whereby to lock the brake in its set position, a releasing member associated with the circuit closing member, and a circuit breaking element carried by said releasing member and adapt ed to cooperate with the circuit closing member for breaking the circuit and releasing the brake controlling member.

30. In apparatus of the class described, the combination of a driven shaft, a cage actuating drum operable thereby, a brake con trolling member, means for controlling reversal of the cage actuating drum, locking means coacting with the brake controlling member to lock the same in brake setting position, means for actuating said locking member, and means carried by the reverse controlling member for releasing the brake controlling member after actuation of the reverse controlling member.

31. In apparatus of the class described, the combination of a driven shaft, a cageactuating drum operable thereby, a plurality of controlling instrumentalities associated therewith including a brake lever, a reverse lever and a clutch lever, locking means for locking said controlling instrumentalities whereby to prevent release movement of the brake lever prior to reverse movement of the reverse lever, and releasing movement of the clutch lever when the brake lever is in release position.

32. In apparatus of the class described, the combination of a driven shaft, a cage actuating drum operable thereby, a plurality of controlling instrumentalities associated therewith including a brake lever, a reverse lever and a clutch lever, and locking means for locking said controlling instrumentalities whereby to prevent release movement of the brake lever prior to reverse movement of the reverse lever, and releasing movement of the trol means until after operation of the reversing means.

3%. In apparatus of the class, described, the combination of a driven shaft, a cage actuating drum operable thereby, brake control means, means for controlling reversal of the drum, and means associated with the brake control means for automatically engaging therewith upon operation of said brake means to apply the brake, and release means operable by thereversing means for disengaging the engaging means for the brake control means to permit operation of the latter.

35. In apparatus of the class described, the combination of a driven shaft, a cage actuating drum operable thereby, a plurality of controlling instrumentalities associated therewith including a brake lever and a reverse lever, locking means associated with the brake lever and operable under the control of the cage to interlock with the brake lever when the latter is moved into brake setting position, and release means operable by the reverse lever for disengaging the locking means after reverse movement of the reversing lev r whereby to permit release movement of the brake lever.

36. In apparatus of the class described, the combination of a driven shaft, a cage actuating member operable thereby, brake and clutch control instrumentalities, and means associated with the clutch control for preventing release of the brake'control when the clutch control is in clutch releasing position.

37. In apparatus of the class described, the combination of a driven shaft, a cage actuating member operable thereby, brake and clutch control instrumentalities, and means associated with the brake control for locking said clutch control in clutch engaging position when the brake control is in released position.

38. In apparatus of the class described, the combination with a driven shaft and a cage actuating element operable thereby, of brake applying means, controlling mechanism for causing operation of the brake applying means incident to slippage or breakage permitting relative movement of the shaft and cage actuating element, and other controlling mechanism for also causing operation of the brake applying means incident to excessive speed of the cage actuating element.

39. In apparatus of the class described, the combination with a driven shaft and a cage actuating element operable thereby, of brake applying means, controlling mechanism for causing operation of the brake applying means incident to slippage or break age permitting relative movement of the shaft and cage actuating element, other controlling mechanism for also causing operation of the brake applying means incident to excessive speed of the cage actuating element, and actuating means common to both controlling mechanisms.

40. In apparatus of the class described, the combination with a driven shaft and a cage actuating element operable thereby, of brake applying means, operating means adapted to control said brake. applying means, a slippage or breakage governing control, an excessive speed governing control, and means intermediate said controls and the operating means for causing operation of the brake applying means upon abnormal relative movement of the driven shaft and cage actuating element.

41. In apparatus of the class described, the combination of a driven shaft, a cage operating element operable thereby, brake applying means, a governor. control, and means associated with the governor control for causing operation of the brake applying means upon abnormal speed of the cage between landings, said means including means compelling a reduction of speed as the cage approaches a landing.

42. In apparatus of the class described, the combination of a driven shaft, a cage operating element operable thereby, brake applying means, a governor control, means associated with the governor control for automatically causing operation of the brake applying means under excessive speed of the cage when approaching a landing,'and means intermediate the governor control and the last-mentioned means for operating the latter to permit of normal acceleration of the cage upon leaving a landing.

In testimony whereof I affix my signature in presence of two witnesses.

CHARLES E. MoDONALD.

Witnesses:

PETER TOBIN, PAUL O. SULTZER.

copies of this patent may be obtained for five cents each, by addressing the "Commissioner of Patents. Washington, D. G. 

